JPH0226788Y2 - - Google Patents
Info
- Publication number
- JPH0226788Y2 JPH0226788Y2 JP15312581U JP15312581U JPH0226788Y2 JP H0226788 Y2 JPH0226788 Y2 JP H0226788Y2 JP 15312581 U JP15312581 U JP 15312581U JP 15312581 U JP15312581 U JP 15312581U JP H0226788 Y2 JPH0226788 Y2 JP H0226788Y2
- Authority
- JP
- Japan
- Prior art keywords
- link
- shaft
- body frame
- vehicle body
- shock absorber
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000035939 shock Effects 0.000 claims description 32
- 239000006096 absorbing agent Substances 0.000 claims description 31
- 238000013459 approach Methods 0.000 claims description 3
- 230000008878 coupling Effects 0.000 claims 1
- 238000010168 coupling process Methods 0.000 claims 1
- 238000005859 coupling reaction Methods 0.000 claims 1
- 230000000750 progressive effect Effects 0.000 description 9
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 230000002787 reinforcement Effects 0.000 description 3
- 230000003139 buffering effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000003014 reinforcing effect Effects 0.000 description 1
Landscapes
- Axle Suspensions And Sidecars For Cycles (AREA)
- Fluid-Damping Devices (AREA)
Description
【考案の詳細な説明】
本考案は例えば自動二輪車の後輪緩衝用等の緩
衝器の緩衝力発生時における荷重を分散させ、該
荷重の支持を有効に行えるようにした車両の緩衝
器連結装置に関する。[Detailed Description of the Invention] The present invention is a vehicle shock absorber connection device that disperses the load when a shock absorber, such as a rear wheel shock absorber of a motorcycle, generates a buffer force and can effectively support the load. Regarding.
自動二輪車の後輪緩衝装置として、後輪を支持
し且つ車体フレームに上下揺動自在に枢着連結さ
れたリヤフオークと、前端が車体フレームに連結
された後輪緩衝用緩衝器の後端とを第１リンクに
よつて連結し、該第１リンクと車体フレームとを
第２リンクによつて連結することにより構成され
る装置は知られている。かかる装置においては第
１リンクと第２リンクとによつてプログレシブリ
ンク機構が構成され、リヤフオークの揺動による
緩衝器の圧縮が第１リンクを介して成される際、
第１リンクは第２リンクによつて回動せしめられ
るため緩衝器圧縮量は該第１リンクの回動量が加
算されたものとなり、このため緩衝器の後輪緩衝
力特性は漸進的に増大するプログレシブ特性にな
る。車体フレームと第２リンクとの連結は車体フ
レームに後方に突出して結合されたブラケツト等
の連結部材を介して行われ、緩衝器が圧縮される
緩衝力発生時には第２リンクに圧縮方向の荷重が
作用し、該荷重の方向と上記連結部材の突出方向
との間には角度があるため、荷重は連結部材に捩
り荷重として作用し、このため従来において第１
リンク及び第２リンクを介した緩衝器後端と車体
フレームとの連結部材による連結箇所を大きな剛
性をもつたものとして構成する必要があり、これ
によると連結部材の特別の補強措置等によつて車
体重量が増加してしまう。 A rear wheel shock absorber for a motorcycle includes a rear fork that supports the rear wheel and is pivotally connected to the vehicle body frame so as to be able to swing vertically, and a rear end of the rear wheel shock absorber whose front end is connected to the vehicle body frame. A device is known in which the vehicle body frame is connected by a first link, and the first link and the vehicle body frame are connected by a second link. In such a device, the first link and the second link constitute a progressive link mechanism, and when the shock absorber is compressed by the swinging of the rear fork via the first link,
Since the first link is rotated by the second link, the compression amount of the shock absorber is the sum of the rotation amount of the first link, and therefore the rear wheel buffering force characteristics of the shock absorber gradually increase. It becomes a progressive characteristic. The connection between the vehicle body frame and the second link is performed through a connecting member such as a bracket that is connected to the vehicle body frame so as to protrude rearward, and when a shock absorbing force that compresses the shock absorber is generated, a load in the compression direction is applied to the second link. Since there is an angle between the direction of the load and the direction of protrusion of the connecting member, the load acts on the connecting member as a torsional load.
It is necessary to configure the connection part between the rear end of the shock absorber and the vehicle body frame through the link and the second link to have high rigidity. The weight of the vehicle will increase.
本考案は以上の点に鑑み、プログレシブリンク
機構採用の自動二輪車の後輪緩衝装置に用いられ
る緩衝器を含めた車両の緩衝器の緩衝力発生時に
おける荷重を車体フレームと緩衝器との連結箇所
以外の箇所にも伝達できるように成されたもの
で、本考案の目的は、緩衝器がプログレツシブリ
ンク及びブラケツトを介して車体フレームに連結
される連結箇所と、車体フレームにリヤフオーク
が連結される連結箇所とを一体の上記ブラケツト
を介して結合し、以つて上記荷重を該２つの連結
箇所に該ブラケツトによつて分散させて支持させ
ることを可能とし、荷重支持が有効に行えるとと
もに、補強等の剛性向上措置の不要化、これによ
る車体重量の軽減化を図ることを可能とした車両
の緩衝器連結装置を提供する処にある。 In view of the above points, the present invention has been developed to reduce the load at the connection point between the vehicle body frame and the shock absorber when the shock absorber of the vehicle, including the shock absorber used in the rear wheel shock absorber of a motorcycle employing a progressive link mechanism, generates a buffer force. The purpose of this invention is to connect the shock absorber to the vehicle body frame via a progressive link and bracket, and to connect the rear fork to the vehicle body frame. The connecting points are connected through the integrated bracket, and the load can be dispersed and supported by the two connecting points by the bracket, so that the load can be supported effectively and reinforcement etc. An object of the present invention is to provide a shock absorber connection device for a vehicle that makes it possible to eliminate the need for measures to improve the rigidity of a vehicle and thereby reduce the weight of the vehicle.
以下に本考案の好適一実施例を添付図面に基づ
いて詳述する。 A preferred embodiment of the present invention will be described below in detail with reference to the accompanying drawings.
図示例は本考案に係る装置をプログレシブリン
ク機構採用の自動二輪車の後輪緩衝装置に適用し
た場合を示し、後端で後輪１を軸承支持している
リヤフオーク２の前端は第１の軸であるピボツト
シヤフト３によつて車体フレーム４に上下揺動自
在に枢着連結される。後輪緩衝用緩衝器５は車体
幅方向中央部若しくはこれの近傍に１本配置さ
れ、該緩衝器５の前端は車体フレーム４を構成す
るメインフレーム６の後端ブラケツト７に第２の
軸８で上下揺動自在に連結される。リヤフオーク
２の上面にはリヤフオークブラケツト９が突設固
着され、該ブラケツト９に第３の軸１０で第１リ
ンク１１の下端が連結され、第１リンク１１の上
端と緩衝器５の後端とが第４の軸１２で連結され
る。これによりリヤフオーク２と緩衝器５との連
結が第１リンク１１を介して成される。略上下方
向を長さ方向として略縦長形状に形成された第１
リンク１１の長さ方向中間部には第２リンク１３
の後端が第５の軸１４で連結され、第２リンク１
３の前端は車体フレーム４に連結される。これに
より第２リンク１３は車体フレーム４と第１リン
ク１１とを連結する。以上の第１リンク１１と第
２リンク１３とでプログレシブリンク機構１５が
構成され、車体フレーム４への第２リンク１３の
連結は第２図、第３図の通り行われる。 The illustrated example shows a case in which the device according to the present invention is applied to a rear wheel shock absorber of a motorcycle employing a progressive link mechanism. It is pivotally connected to a vehicle body frame 4 by a pivot shaft 3 so as to be able to swing vertically. One rear wheel shock absorber 5 is disposed at or near the center in the width direction of the vehicle body, and the front end of the shock absorber 5 is attached to a second shaft 8 to a rear end bracket 7 of a main frame 6 constituting the vehicle body frame 4. It is connected so that it can swing up and down. A rear fork bracket 9 is fixedly protruding from the upper surface of the rear fork 2, and the lower end of the first link 11 is connected to the bracket 9 by a third shaft 10, so that the upper end of the first link 11 and the rear end of the shock absorber 5 are connected by a fourth shaft 12. Thereby, the rear fork 2 and the shock absorber 5 are connected via the first link 11. The first portion is formed into a substantially vertically elongated shape with the length direction being substantially vertical.
A second link 13 is provided at the intermediate portion in the length direction of the link 11.
The rear end is connected by a fifth shaft 14, and the second link 1
The front end of 3 is connected to the vehicle body frame 4. Thereby, the second link 13 connects the vehicle body frame 4 and the first link 11. The first link 11 and the second link 13 described above constitute a progressive link mechanism 15, and the second link 13 is connected to the vehicle body frame 4 as shown in FIGS. 2 and 3.
即ち、上記メインフレーム６の後端から下後方
へ延びて車体フレーム４を構成しているリヤフレ
ーム１６は第３図の通り左右２本あり、該リヤフ
レーム１６，１６を結合するクロス部材１７にス
テー１８が後方へ突出して固着される。１９は第
２リンク１３の前端と該ステー１８とを連結する
ブラケツトで、該ブラケツト１９は後方へ延びる
延出部１９ａと前下方へ延びる延出部１９ｂとか
らなる側面略倒立トラス構造で、両延出部１９
ａ，１９ｂが接続する基部においてブラケツト１
９は第２図の通りステー１８に第６の軸２０で取
り付けられ、後方延出部１９ａの後端に第２リン
ク１３の前端が第７の軸２１で連結される。第３
図の通り前下方延出部１９ｂの下端はリヤフオー
ク２の前端左右に固着された筒部材２２，２２の
間に嵌入され、左右のリヤフレーム１６，１６に
固着されたプレート２３の孔２３ａと該筒部材２
２とにピボツトシヤフト３を挿通して車体フレー
ム４にリヤフオーク２を枢着連結する際、ピボツ
トシヤフト３を前下方延出部１９ｂの下端筒部材
１９ｃにも挿通し、これによりブラケツト１９を
リヤフオーク２とともに車体フレーム４に共締め
する。更にリヤフオーク２後端の上方への揺動
時、軸１４と軸２１を結ぶ直線Ｃ−Ｄがピボツト
シヤフト３と軸２１とを結ぶ直線Ｆ−Ｄに近づく
ように構成した。 That is, there are two rear frames 16 on the left and right sides as shown in FIG. The stay 18 protrudes rearward and is fixed. Reference numeral 19 denotes a bracket that connects the front end of the second link 13 and the stay 18. The bracket 19 has a substantially inverted truss structure on its side, consisting of an extending portion 19a extending rearward and an extending portion 19b extending forward and downward. Extension part 19
Bracket 1 at the base where a and 19b connect
9 is attached to the stay 18 by a sixth shaft 20 as shown in FIG. 2, and the front end of the second link 13 is connected to the rear end of the rear extending portion 19a by a seventh shaft 21. Third
As shown in the figure, the lower end of the front downward extending portion 19b is fitted between the cylindrical members 22, 22 fixed to the left and right front ends of the rear fork 2, and is connected to the hole 23a of the plate 23 fixed to the left and right rear frames 16, 16. Cylindrical member 2
When pivoting the rear fork 2 to the vehicle body frame 4 by inserting the pivot shaft 3 through the rear fork 2, the pivot shaft 3 is also inserted into the lower end cylindrical member 19c of the front downward extending portion 19b. Tighten together with frame 4. Further, when the rear end of the rear fork 2 swings upward, the straight line CD connecting the shaft 14 and the shaft 21 approaches the straight line FD connecting the pivot shaft 3 and the shaft 21.
以上の構造から緩衝器５の後端は第１、第２リ
ンク１１，１３及びブラケツト１９を介して車体
フレーム４にステー１８による連結箇所Ａにおい
て連結され、該連結箇所Ａは車両構成部材となつ
ているリヤフオーク２と車体フレーム４とのピボ
ツトシヤフト３及びプレート２３による連結箇所
Ｂにブラケツト１９を介して結合され、２つの連
結箇所Ａ，Ｂの結合がブラケツト１９によつて成
される。 From the above structure, the rear end of the shock absorber 5 is connected to the vehicle body frame 4 via the first and second links 11, 13 and the bracket 19 at the connection point A by the stay 18, and the connection point A becomes a vehicle component. The rear fork 2 and the vehicle body frame 4 are connected via a bracket 19 to a connection point B between the pivot shaft 3 and the plate 23, and the two connection points A and B are connected by the bracket 19.
路面起伏に追従した後輪１の移動を行わせるべ
くリヤフオーク２がピボツトシヤフト３を中心と
して上方へ揺動すると、緩衝器５の圧縮が第１リ
ンク１１によつて成されるが、軸１４による連結
部Ｃと軸２１による連結部Ｄとの距離は連結部Ｄ
を中心として円弧軌跡を描く第２リンク１３によ
つて一定に規制されているため、第１リンク１１
はリヤフオーク２によつて前上方へ移動せしめら
れつつ第２図中軸１４廻りに反時計方向へ回動せ
しめられ、これにより後輪１の上動及びリヤフオ
ーク２の上方揺動に対する緩衝器５の緩衝力特性
は漸進的に増大するプログレシブ特性になる。
尚、連結部Ｃと連結部Ｄとを結ぶ線分Ｃ−Ｄを、
軸１０による連結部Ｅとピボツトシヤフト３によ
る連結部Ｆとを結ぶ線分Ｅ−Ｆに本実施例のよう
に側面略平行とするとすることにより、第１リン
ク１１の回動量を少なく抑え、略平行移動する第
１リンク１１によつて緩衝器５を圧縮できるよう
になる。 When the rear fork 2 swings upward around the pivot shaft 3 in order to move the rear wheel 1 to follow the undulations of the road surface, the shock absorber 5 is compressed by the first link 11, but the connection by the shaft 14 The distance between the part C and the connecting part D by the shaft 21 is the connecting part D.
The first link 11 is regulated in a constant manner by the second link 13 which draws an arcuate trajectory with the center at
is moved forward and upward by the rear fork 2 and rotated counterclockwise around the shaft 14 in FIG. The force characteristic becomes a progressive characteristic that increases gradually.
In addition, the line segment C-D connecting the connecting part C and the connecting part D is
By making the side surface substantially parallel to the line segment E-F connecting the connecting portion E by the shaft 10 and the connecting portion F by the pivot shaft 3 as in this embodiment, the amount of rotation of the first link 11 is suppressed to a small extent, and the connecting portion F by the pivot shaft 3 is made substantially parallel. The moving first link 11 allows the buffer 5 to be compressed.
以上の緩衝力発生時、緩衝器５が前端を中心と
して上下に自由に揺動するのを第２リンク１３が
規制し、このため第２リンク１３には圧縮荷重Ｑ
が作用する。該荷重Ｑはブラケツト１９に作用し
て分力荷重Q1，Q2が連結箇所Ａ，Ｂに分散伝達
される。その際緩衝器５の圧縮がフルストローク
に近づく程、即ち圧縮荷重Ｑが大きくなるとそれ
に従い分力荷重Q1が大きくなるが、もう一方の
分力荷重Q2は余り変化しないように設定できる。
つまり、連結箇所Ａ，Ｂ及び連結部Ｄの位置設定
より、即ちステー１８、ブラケツト１９の長さ、
形状の設定の仕方により荷重Q2を小さくできる
とともに、荷重Q2を連結箇所Ａに捩り荷重とし
てではなく略々圧縮荷重として作用させることも
できるようになり、ステー１８に特別の補強措置
を行う必要性をなくし、又、ステー１８及び前記
クロス部材１７を軽量化して車体重量の低減を図
ることができる。ちなみに、ブラケツト１９を使
用せず第２リンク１３をステー１８に直接連結し
た場合には荷重Ｑはステー１８に角度をもつて作
用するため、荷重Ｑはステー１８の捩り荷重とな
り、該捩り荷重に対抗できる肉厚のステー、クロ
ス部材を使用しなければならず、本考案よりも重
量が増加する。 When the above buffering force is generated, the second link 13 prevents the shock absorber 5 from freely swinging up and down around the front end, and therefore the second link 13 is subjected to a compressive load Q.
acts. The load Q acts on the bracket 19, and component loads Q 1 and Q 2 are distributed and transmitted to the connection points A and B. At this time, as the compression of the shock absorber 5 approaches the full stroke, that is, as the compression load Q increases, the component load Q 1 increases accordingly, but the other component load Q 2 can be set so as not to change much.
In other words, from the position settings of the connecting points A, B and the connecting part D, the lengths of the stay 18 and the bracket 19,
By setting the shape, the load Q 2 can be reduced, and the load Q 2 can be applied to the connection point A not as a torsional load but almost as a compressive load, and special reinforcement measures are taken for the stay 18. In addition, the stay 18 and the cross member 17 can be made lighter, thereby reducing the weight of the vehicle. By the way, when the second link 13 is directly connected to the stay 18 without using the bracket 19, the load Q acts on the stay 18 at an angle, so the load Q becomes a torsional load on the stay 18, and the torsional load It is necessary to use stays and cross members that are thick enough to counteract the problem, which results in an increase in weight compared to the present invention.
一方、分力荷重Q1が作用する連結箇所Ｂは後
輪１の駆動力、制動力の自動二輪車動力がリヤフ
オーク２を介して車体フレーム４に伝達される箇
所であるためもともと大きな剛性をもつて構成さ
れており、従つて荷重Q1を支持する箇所として
有効である。このように本考案においては荷重Ｑ
をブラケツト１９によつて二つの連結箇所Ａ，Ｂ
に分散でき、且つ大きな剛性が確保されている連
結箇所Ｂに上記形状等の設定により分力荷重Q1，
Q2のうちの大きい荷重Q1を作用させることが可
能であるため、荷重Ｑの支持を部材補強等の剛性
向上措置の不要化、これによる車体重量の増加抑
制を実現して行える。 On the other hand, the connection point B on which the component load Q1 acts is a point where the motorcycle power of the rear wheel 1's driving force and braking force is transmitted to the body frame 4 via the rear fork 2, so it originally has a large rigidity. Therefore, it is effective as a place to support the load Q1 . In this way, in this invention, the load Q
The bracket 19 connects the two connecting points A and B.
By setting the shape etc. mentioned above, the component load Q 1 ,
Since it is possible to apply the larger load Q 1 of Q 2 , it is possible to support the load Q by eliminating the need for measures to improve rigidity such as reinforcing members, and thereby suppressing an increase in vehicle weight.
以上の説明で明らかな如く本考案によれば、緩
衝器がプログレシブリンクである第１、第２リン
クを介して車体フレームに連結される連結箇所
と、車体フレームにリヤフオークが連結される連
結箇所とをブラケツトを介して結合し、特に後者
の連結箇所を基部と、基部から第２リンク側に延
出する延出部と、基部からピボツトシヤフト側に
延出する延出部とでトラス構造としたブラケツト
を介して結合したため、緩衝器の緩衝力発生時に
おける圧縮荷重を上記ブラケツトによつて２つの
連結箇所に分散させて支持することができ、しか
も大きな剛性が確保されているピボツトシヤフト
に大きい方の分力荷重を支持したために特別の補
強等の剛性向上措置は不要で、車体重量の軽量化
を達成できるものである。 As is clear from the above description, according to the present invention, there are a connecting point where the shock absorber is connected to the vehicle body frame via the first and second links which are progressive links, and a connecting point where the rear fork is connected to the vehicle body frame. are connected through a bracket, and in particular, the latter connection point is made into a truss structure with a base, an extension part extending from the base to the second link side, and an extension part extending from the base to the pivot shaft side. Because they are connected through the bracket, the compressive load generated by the shock absorber can be dispersed and supported by the two connection points, and the larger portion is attached to the pivot shaft, which ensures great rigidity. Because it supports a force load, there is no need for special reinforcement or other measures to improve rigidity, and the weight of the vehicle can be reduced.
図面は本考案の一実施例を示すもので、第１図
は本装置が適用された自動二輪車の全体側面図、
第２図は第１図の要部の図、第３図は第２図の分
解斜視図である。
尚図面中、２は車両構成部材としてのリヤフオ
ーク、４は車体フレーム、５は緩衝器、１１，１
３はプログレシブリンク機構を構成するリンク、
１９はブラケツト、Ａ，Ｂは連結箇所である。
The drawings show one embodiment of the present invention, and FIG. 1 is an overall side view of a motorcycle to which the present device is applied;
2 is a diagram of the main part of FIG. 1, and FIG. 3 is an exploded perspective view of FIG. 2. In the drawing, 2 is a rear fork as a vehicle component, 4 is a body frame, 5 is a shock absorber, 11, 1
3 is a link that constitutes a progressive link mechanism,
19 is a bracket, and A and B are connection points.
Claims (1)
あるピボツトシヤフト３を介して車体フレーム４
に上下揺動自在に枢着連結されたリヤフオーク２
と、車体フレーム４に第２の軸８を介して一端が
連結された緩衝器５と、 一端が第３の軸１０を介してリヤフオーク２
に、他端が第４の軸１２を介して緩衝器５の他端
に連結された第１リンク１１と、 車体フレーム４に連結されたブラケツト１９
と、 第１リンク１１に第５の軸１４を介し、ブラケ
ツト１９に第７の軸２１を介して連結された第２
リンク１３とを備え、 前記第５の軸１４と第７の軸２１を結ぶ、直線
Ｃ−Ｄと、ピボツトシヤフト３と第３の軸１０を
結ぶ直線Ｅ−Ｆを略平行に配置した車両の緩衝器
連結装置において、 前記直線Ｃ−Ｄを直線Ｅ−Ｆの上方に配設し、 前記ブラケツト１９を基部と、基部から第２リ
ンク１３側に延出する延出部１９ａと、基部から
ピボツトシヤフト３側に延出する延出部１９ｂと
でトラスト構造とし、 ブラケツト１９の基部を車体フレームに連結
し、延出部１９ａ端と第２リンク１３とを第７の
軸２１を介して連結し、更に延出部１９ｂ端とリ
ヤフオーク２前端をピボツトシヤフト３を介して
車体フレーム４に共締めし、 リヤフオーク２後端の上方への揺動時、前記直
線Ｃ−Ｄがピボツトシヤフト３と第７の軸２１を
結ぶ直線Ｆ−Ｄに近づくように構成したことを特
徴とする車両の緩衝器連結装置。[Claims for Utility Model Registration] The rear end supports the rear wheel 1, and the front end supports the vehicle body frame 4 via the pivot shaft 3, which is the first shaft.
Rear fork 2 is pivotally connected to the
a shock absorber 5 whose one end is connected to the vehicle body frame 4 via a second shaft 8; and a rear fork 2 whose one end is connected via a third shaft 10.
, a first link 11 whose other end is connected to the other end of the shock absorber 5 via a fourth shaft 12, and a bracket 19 which is connected to the vehicle body frame 4.
and a second link connected to the first link 11 via the fifth shaft 14 and to the bracket 19 via the seventh shaft 21.
A vehicle cushioning system comprising a link 13, in which a straight line C-D connecting the fifth axis 14 and the seventh axis 21 and a straight line E-F connecting the pivot shaft 3 and the third axis 10 are arranged substantially parallel to each other. The straight line C-D is disposed above the straight line E-F, and the bracket 19 is connected to a base, an extending part 19a extending from the base to the second link 13 side, and a pivot shaft 3 extending from the base to the second link 13 side. The extending portion 19b extending to the side forms a trust structure, the base of the bracket 19 is connected to the vehicle body frame, the end of the extending portion 19a and the second link 13 are connected via the seventh shaft 21, and further The end of the extending portion 19b and the front end of the rear fork 2 are fastened together to the vehicle body frame 4 via the pivot shaft 3, and when the rear end of the rear fork 2 swings upward, the straight line C-D connects the pivot shaft 3 and the seventh shaft 21. A shock absorber coupling device for a vehicle, characterized in that it is configured to approach a connecting straight line F-D.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15312581U JPS5856695U (en) | 1981-10-15 | 1981-10-15 | Vehicle shock absorber coupling device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15312581U JPS5856695U (en) | 1981-10-15 | 1981-10-15 | Vehicle shock absorber coupling device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5856695U JPS5856695U (en) | 1983-04-16 |
| JPH0226788Y2 true JPH0226788Y2 (en) | 1990-07-20 |
Family
ID=29945753
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15312581U Granted JPS5856695U (en) | 1981-10-15 | 1981-10-15 | Vehicle shock absorber coupling device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5856695U (en) |
-
1981
- 1981-10-15 JP JP15312581U patent/JPS5856695U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5856695U (en) | 1983-04-16 |
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